Airship



Feb. 26 1924.1

L4M/7" M. PARDO Y Cosio AIRSHIP Filed Dec. 2 4. lzo 4 sheets-sheet 1 F' N L @s N v m 1 l' @E n ,l

24. 1920 4 Sheets-Sheet 2 l,'aIRsHIP M. PARDO Y COSIO Filed Dec.

Feb. 26 1924.

Feb. 26 1924. 3,484,75@

M. PARDO Y coSlO AIRSHIP Filed Dec. 24. 192o 4 sheets-sheet s Feb.; 26 1924` M; PARDO Y coslo AI'RsHIP- 4 Sheets-Sheet 4 Filed Dec. 24. 1920 31a/vento@ atroz nu,

'www )PDO il C0510, 0F BID, SI?.

Applleanon med December all, wat. .serial No. 432,975.

. supporting property ol this total, with the object ci increasing the speed of movement of the aeroplane; and in adding some arrangements by rneans of which, notwithstanding thesaid variations, the stability and the noxious surface value are maintained.

The fundamental .formula governing the support or an aeroplane is:

2 P l-ajnsff: where "V is the speed in metres per second; P the total weight in kilogrammes; K the coecient of the supporting power oi the sum total ot surfaces; S the sum oi the areas oi the supporting planes; and i the angle of inclination.

in this `formula, considering l? and e" to be constant., K is divided by a certain value., as well as S, the traction under the root will 1eeeorne multiplied by the product of these divisors-which latter may be equal or dit -erentand the second member oi the equation will be multiplied by the square root of this product, with the result that the value oil lf will loe multiplied.

An increase in the velocity implies an increase in the eidective power necessary to support the apparatus. The formula relating thereto is:

'V Tu 75 where is the traction; l? the total weight;

i the angle oi inclination; a the noxious surface; K the supporting power of the lanes; and S the sum total of the areas olf t porting planes. .Y

'lhe increase is due to the tact that the noxious surface is multi lied b a factor and the quantities K and are divided. As the variations act upon an addend, the modifications in the value of t are slight. Nevertheless, they have been taken into account, or the purpose of applyin a part of the' power Tu which is not transiormable into. speed, towards overcoming the new resistance to advance, slight though it may be;`

The aim oi aviation has always been to utilize the whole @wer ol the engine during horizontal idight Y and to transform into speed the excess oi power used tor ascent. ll-litherto this has been impossible; owing partly to the tact that it is not feasible to use any angle of inclination, and partly because the necessity of varying the area of of the supporting surfaces during night has not been hitherto Solved. The engine necessarily worlrs at reduced pressure, during horizontal Hight, the surplus power avaiable being oi considerable value. A

For the purpose ol transforming this surplus into speed; it is advisable to maire the area of the supporting surfaces vari able at will., lout without exceeding the lnnit of the usual loads per square metre ol supporting plane. ln order not to pase beyond this limit, it is advisable to introduce the modication not only in the aforementioned area but also in the coecient oi support or the planes.

This is achieved by means of the present invention.

The invention is here disclosed as applied to biplanes, because a biplane provides the framework constituting the transversal body of the apparatus, which adords means oil xing the structures on a solid basis. ln a monoplane, the dead-weight would have to be increased considerably by adding new arrangements ot adjustment; whereas in a bi lane we reckon with practically the saine original material.

The following is a brief description oil the invention.

The' lower wing lof the biplane is divided into sections or parts, the longitudinal axis oil which is parallel to the longituim lill limi

symmetric axis of the ap aratus. fhese parts may be of variable wi th, according to conditions; and some of them are raised a little above the original plane and can be moved parallel to themselvesthose on the left in an opposite direction to those on the right, so as to keep the centre of gravity of the s stem in the saine position-pist as if the bllack keys of a piano could be displaced sidewards. lln uncovering the apertures that are left underneath them, they thus reduce the area of the lower plane. As the remaining part of the wing is formed of planes resentin the lesser edge in length, the coe cient o supporting power of the lower lane is thus varied.

In the drawings attached hereto, the distance between the uprights of the framework, for each art of it, has been taken as two metres. For each one of these open spaces the movable part or section is given a width of sixt -s1x centimetres, leaving one metre and t irty-four centimetres for each fixed part or section.

rlhe movable partsl or sections can be made to slide b means of a control worked by a wheel wit in reach of the pilot.

lin said drawings:

Figure 1 is a side elevation of an aeroplane equipped with the invention.

Fig. 2 is a front elevation.

Fig. 3 is an enlarged plan view ofl theV forward portion of the aeroplane.

Fig. 4 is a view similar to Fig. 1, but showing certain modifications.

Fig. 5 is a plan view of the rear portion of the aeroplane represented in Fig. 4.

Fig. 6 is a plan view of the `rear portion of the aeroplane represented in Fig. 3.

Referring more particularly to the drawings, the steering wheel 1 is secured to a horizontal rod 2, which is journaled in suitable bearings located in the nacelle, one of the bearings bein indicated at 19. The rod 2 carries at its orward end a worm 3 in mesh with a worm wheel 4 on the upper portion of a vertical shaft 5 which is also journaled in bearings in the nacelle; said shaft carrying at its lower end two grooved pulleys 6 and 7, aroundwhich pass the wires or cables 10 and 37 for controlling the movements of the sliding sections or parts'12 of the lower wing or plane. There is one of these movable sections at each side of the fuselage, and each of them is suitably connected to the respective branch of the cable corresponding to the side of he fuselage on which the section is located, either the cable 10 or the cable 37; the cables passing around pulleys 34 at the extreme ends of the plane, and around guide pulleys 8 and 9 located adjacent pulley 6, and a guide pulley 11 located adjacent pulley 7. Hence, when the steering wheel 1 is turned, both pulleys 6 amis and 7, be rotated, and their associated cables 10 and 37 thereby driven, thus shifting the sections or parts 12 simultaneously; said sections moving either toward or from each other accordin to the direction in which the steering wheel is turned.

lin the construction illustrated, each movable section 12 is slidably connected with front andrear guide bars 13 and 35 (Fi 2), the ends of which are supported in col lars 14 fixed to the lower parts of the usual uprights comprised in the rigging or framework. 'lhe sections are provided at their longitudinal ed es with partitions or walls 16, to prevent t e escape of wind along said edges and thereby maintain the same degree of support for the plane or wing when the mova e sections are either superposed or non-superposed. rlhese partitions, however, do not render the sections celliform, because they terminate short of the stationary part or body of the plane. Each movable section carries a pair of cross-sleeves 38 (Fig. 3) for engagement with the guide rods 13 and 35; and these sleeves Afit over said rods and are supported at their ends in openings in the section walls 16, and they are adapted to contain a lining 39 of cloth soaked with a lubricant. Additional supports 41 and 42 may be provided for the two front rods 13, which supports may also serve as stops', to limit the movements of the sections in opposite directions; and there may also be provided, in connection with each section, a wind-shield 15 which is fastened to the front beam of the wing or plane at such a point as to be disposed directly in front of the corresponding section when the latter occupies its superposed position upon the fixed part or body of the plane. The screens take the shape of a forwardly-directed V or angle, as represented in Fig. 1; and their function is to prevent the passage of air currents between the movable sections and the body of the plane when the former occupy their previously-mentioned superposed position.

The rotary movement of the steering wheel 1 and its rod or shaft2is alsoutilized to adjust the position of the movable section of the tail-stabilizer. which is indicated at 27 in is adapted to be shifted into and out of superposed or overlapping relation to the This section,

fixed forward portion 30 of the stabilizer bymeans of a'coiitrol' bar 23, connected at its front end to the adjacent stretch of a cable 21, as hereinafter explained; said bar being mounted to slide in guides 25, 24, 26 suitably attached to the fuselage. The section 27 itself is mounted to slide in elongated guide loops or runners 29, likewise suitably fastened to the fuselage and it has hinged to its rear edge the depth rudder 28,

Figs. 1 and 6,

lli

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am ras The operating cable 2l for the movable section 2'? ps at its forward end amd the ved peri hery of a bevel r l@ moan on a stub satt in the nacelle d :et ing with another bevel gear 17 dried on the extreme u per end of shalt 5. stretches o the cable end doward from the ulley gear 18, and are led beneath en pullgys 36 mounted on a bracket d3 at the bottom oil the nacelle. llrom the pulleys 3d they are led rearwardly into and throu h the fuselage, pasm'ng successivel around t e guide pulleys 31, 32 and 33, e last-mentioned pulley being mounted on a bracket 20 located in the rear portion of the usela. Between the pulleys 32 and 33, the two stretches of the cable diverge somewhat in a vertical direction, the iront end of the control bar being fastened to the upper stretch. The lower stretch is designed to have connected to it at the point 22 a suitable balance weight which is shilted by the movement ot the cable to maintain the center ot gravity. constant with relation to the movable seotion ci the stabilizer during the adiustment of said section, the latter and the balance weight moving in opposite directions by virtue or the' relative arranment oit the stretches to which they are respectively attached.

ln the modied construction represented in Figs. t and 5, the bevel gears 17 and i8 are omitted, and their place is taken by a sinele :fr e pulley l5 hired to the lower the vertical transmission shalt 5. 'lhe cable 2l passes around this pulley and then extends rearwardly around the pulleys 3l, 32 and 33; the heavy bracket for the last-named pulley being replaced by light strap braclrets, as shown in Fig. d. The movable section d6 of the stabilizer is mounted to slide in runners 29, as in the dist construction, which runners are lined to supporting brackets l? (Fig. 5') attached to the fuselage, which term is here employed, as also in its previous occurrences, to indicate not only the body proper ot the airship, but also the beams or framework thereof. Said sectiond'?, which is operated, as before, by a control rod 23, is considerably narrower then the corresponding section 27 in the first construction and is located closer to the center or gravity of the ship; but it is entirely independent or the depth rudder 28 which instead orp being connected to it, is hinged to the ned part or member 30', the result being' that the pilot can operate the two controls independently, viz: that ot stability as produced by the depth rudder, and that of stability as resulting from the equation of momentsv when the surface area of the lower plane is varied consequent upon the adjustment of the movable section 12. The guide pulleys 36 and their supporting two' t e3 are likewise omitted tro the modied traction; and one of the des for the control rod is also omided because of the orter a 1 h or said rod. Hence, it will be apparent wat the modied construction, while operating in the same general manner as the niet construction, is simpler d lighter b reason ol the ossion el the parte speelde Workin/g.

During the Hight, working is begun with the movable parts ot the lower plane covering the openi and with the surlace of the stabilizer normal, and is ended with the movable parts el the lower plane uncovering1 the openings und the stabilizers reduced.

'lo reverse, the worlr is begun with the movable parts orn the lower plane uncoverineu the openings and with the stabilizer reduced, and is ended having the movable parte covering the openings and with the surface of the stabilizer normal.

llVhen the wing becomes reduced in size the stabilizer is reduced; when the wing returns to its normal size, the stabilizer returns to its normal size. Wing and stabilizer are small at the same time or large at the same time. This movement ol contraction or of extension allows the speed to be increased or reduced: to increase it ii the planes become smaller, to reduce it it the planes grow larger.

The ground is lett with the wing and stabilizer extended, starting' at a chosen speed; during1 ascent the steering wheel is not worked; when a height is reached at which llight is to be horizontal, pressure is uced and the depth rudder worlred. rfue ilight being horizontal with the ruling7 speed, pressure is increased, and simultaneouslyas liar as possible-the wheel is worked to reduce the area of the lower plane. Progressively, at the discretion of the pilot, the new conditions ol supporting surface and oil power oitn this surface are created, and the speed attained that satislies the equation of support; this without changing the angle oil inclination, but lreeping it at the value at which horizontal flight was www Then maximum speed will be obtained, since, for va given apparatus, the minimum surface and the minimum coecient of power will have been reached. lhe operation may be stopped, at will; it may not be commenced; or not be terminated; as the pilot desires, having regard only to the eilective power available. The control of the depth rudder is independent and may be used when desired or needed; the same applies to the steering rudder, the

ll wings and the buckling-surface.

ll claim as my invention l. lln an airship, a plane having symmetrical openings at opposite sides of and lill!) for moving the sections in unison in either direction at will independently of the movements of the plane.

2.1m an airship, a plane having symmetrical openings at opposite sides ofv and parallel with its transverse axis and extending substantially the entire width or fore-and-aft distance of the plane, movable sections corresponding in size and shape to` said openings for covering or uncovering the same to increase or decrease the surface area of the plane, said sections bei ng dis osed slightly above the plane, and front an rear longitudinal guide rbars for the sections mounted upon the plane at opposite sides of the fuselage and with which said sections are slidably connected; and means for moving the sections in unison in either direction at will independently of the movements of the plane.

3. ln an airship, a plane having symmetrical openings at opposite sides of its transverse axis, and movable sections corresponding in size and shape to said openings for covering and uncovering the same, said sections being disposed slightly above the plane; a wind-shield of forwardly-directed V-section attached to the front edge of the plane immediately to one side of each openi ving so as to prevent the entrance of wind between the corresponding movable section and the. plane when the former uncovers the opening; and operating means for said sections.

Il. ln an airship, a plane having symmetrical openings at opposite sides of and parallel with its transverse axis and extending substantially the entire width or fore-and-aft distance of the plane, and movable sections corresponding in size and shape to said openings for covering or uncovering the same to increase or decrease the surface area of the plane, said sections 'being disposed slightly above the plane and having depending partition walls at their side edges which terminate short of the upper surface of the plane; and operating means for said sec tions.

5. ln an airship, a plane having symmetrical openings at opposite sides of its transverse axis, and movable sections corresponding in size and shape to said openingsfor covering and uncovering the same; a steering rod and wheel; a vertical shaft; a gear connection between the steerin rod and vertical shaft; a pair of superpose pulleys secured rammel to the lower portion of said shaft; a pair of pulleys' mounted on the extreme ends of the plane; and an endless cable connecting each of the superposed pulleys with one of the second-named pulleys, each cable being operatively connected with the adjacent movable section.

6. ln an airship, a plane having symmetrical openings at opposite sides of its transverse axis, and movable sections corresponding in size and shape to said openings for covering and uncovering the same; a steering rod and Wheel; a vertical shaft a gear connection rbetween the steering rod and vertical shaft; a pair of superposed pulleys secured to the lower portion of said shaft; a pair of pulleys mounted on the extreme ends of the plane;'an endless cable connecting each of the superposed vpulleys with one of the' second-named pulleys, each lcabley being operatively connected with the adjacent vmovable section; a tail stabilizer embodying a fixed section and a movable section adapted to be shifted into or out of overlapping relation to the fixed section to reduce or.

increase the total surface of the stabilizer; and a cable for operating the second-named' movable section andv itself operatively related to the vertical shaft.

7. An airship having a tail stabilizer embodying a fixed section, and a movable section adapted to be shifted into and out or overlapping relation to said fixed section to reduce or increase the total surface of the stabilizer, said sections being disposed' transversely with respect to the fuselage and out of contact with each other; runners in which the movable section is slidably engaged; a longitudinally arranged control bar connected with said movable section; and a flexible element operatively connected to said bar tovshift the same and thereby adjust the position of the movable section.

8. A biplane having an imperforate upper plane, and a lower plane which is provided with symmetrical openings at opposite sides of and parallel with its transverse axis; sections corresponding in size and shape to said openings mounted for sliding movement immediately over the same to gradually cover or uncover them; and thereby increase or decrease thev surface area of said lower' plane; and operating means for said sections.

9. ln an airship, a plane having symmetrical openingsat opposite sides of and parallel with its transverse axis and extending substantially the entire width or fore-and-aft distance of the plane; sections corresponding in size and shape to said openings mounted for sliding movement immediately over the same to gradually cover or uncover them and thereby increase or decreasethe surface area of the plane; front and rear longitudinal guide bars for said Sections mounted upon the memes plane at opposite sides of the fuselage and one of said pulleys; and means for operating with which the sections are sldably conthe two cables in unison at will independ- 1o nected; a pair of pulleys mounted upon the ently of the movements of the plane.

extreme ends of the plane; a pair of cables In testimony whereof I ax my signature.

extendin substantially parallel with said MANUEL PARDO Y CUSI. guide ro s and in opposite directions, each Witnesses: cable being operatively connected with one J. LPEZ,

of the movable sections and passing around J. P. W. Ams. 

